Device for securing of railroad crossing against entry of vehicles at warning signaling

ABSTRACT

A signaling device for stopping of vehicles in front of a railroad crossing that increases safety on railroad crossings that are provided with warning signaling, which prevents entry of vehicles into a railroad crossing by means of signaling and obstructions.

FIELD OF THE INVENTION

The present invention relates to a device for securing of a crossing against entry of vehicles when the warning signaling is in operation, particularly to a device for securing of a railroad crossing.

BACKGROUND OF THE INVENTION

Systems of devices for securing of the railroad crossings that are provided with barriers spreading out across the whole width of a roadway according to the present state of the art do not solve presence of an obstacle in any way. For example a vehicle may become stuck when driving across the crossing and may stop between the lowered barriers. Therefore, it remains stopped on the rails, whereby such vehicle can cause an accident, a collision with the approaching train. All barriers are lowered simultaneously. Therefore, in case of a vehicle that has entered the rail tracks when the barriers were already lowered, and therefore is staying on the rail tracks has the exit blocked by the barrier, which is placed behind the rail tracks, which barrier has been lowered in the meantime. Therefore, such vehicle cannot get off the rails. The barriers are designed so that such vehicle can get off by force by driving through this barrier, but psychologically some drivers are discouraged to do so. They run away from the vehicle and leave the vehicle in the rails, whereby, they cause an accident. The train driver has no information about such unexpected obstacle, and so the driver gets information about such obstacle only by visual contact, what is for the driver to late to prevent collision. Vehicles are prevented against entry of the railroad crossing after the start of the audible alert signals before lowering of the barriers only by the light of two side-by-side placed, alternately flashing lights, and so it happens from time to time that vehicles enter the railroad crossing also after start of the audible warning signal.

SUMMARY OF THE INVENTION

Shortcomings of the prior art are solved by the present invention application, which discloses a device for securing of a crossing against entry of vehicles when the warning signaling is in operation, wherein the solution consists in a supplement of the signaling device for stopping of vehicles in front of the railroad crossing by addition of a stopper of vehicles with a barrier in the direction of the roadway to the crossing, which stopper is also a mechanical obstruction for entry of vehicles into the space of the crossing. To prevent that the driver drives round the barrier by driving in the lane for the opposite direction, preferably, a barrier in the opposite direction is also added and/or there is an obstruction between both traffic directions on the roadway. Preferably, the barriers are lowered with an adjustable delay after the start-up of signaling of the railroad crossing device, and the barrier in the opposite direction is optionally lowered simultaneously with the barrier in the driving direction to the crossing system. The barrier in the opposite direction is provided with a sensor of vehicles existing in the opposite direction, so that if any vehicle is approaching in the opposite direction after leaving of the railroad crossing, the barrier is lifted up and allows passage of such vehicle, and immediately thereafter, it is lowered again immediately, to prevent any vehicle passage from the opposite direction.

Another preferable embodiment of the signaling device for stopping of vehicles in front of the railroad crossing with a forwardly placed stopper of vehicles is preferably formed together with a forwardly placed barrier, wherein the forwardly placed barrier is lowered, preferably with an adjustable delay, after the light signaling has been activated via a receiver, which receiver recognizes a signal from a transmitter that the detector of the crossing detected activated warning signaling of the railroad crossing system and the barriers. Preferably, the barriers are lifted after the barriers were lowered, or after the end of the warning signaling of the system. Preferably, the stopper of vehicles is represented by traffic lights, which traffic lights are preferably represented by tricolor traffic lights, or by alternately blinking traffic lights. To increase efficiency of the stopper of vehicles, preferably, a barrier in the opposite direction is also installed with the forwardly placed barrier, which barrier in the opposite direction prevents driving around the lowered barrier by driving in a lane for the opposite direction. Preferably, the barriers are lowered with an adjustable delay after the start-up of the signaling by the traffic lights, which start-up is activated by a detector of the railroad crossing signaling the start-up of the railroad crossing signaling, and they are lifted, preferably, when the barriers have been lowered, or at the end of the warning signaling by the railroad crossing system, preferably for lifting of the barriers. Preferably, the barriers are lowered simultaneously. This is enabled by such configuration when the barrier is provided with a sensor of vehicles in the opposite direction, so that the eventual vehicle in the opposite direction is detected by the sensor, the barrier is lifted, and is kept lifted for the period of time necessary for passage of this vehicle, and thereafter, the barrier is lowered again. Alternatively, the driving of the vehicle around the barrier in the opposite direction, and preferably the overtaking of vehicles driving in the opposite direction is prevented by installing of an obstruction. This obstruction separates the parts of the roadway that are used in one and the other directions. Preferably, it is separated by uninterrupted line forbidding overtaking, preferably it is completed by a mechanical obstruction preventing driving into the traffic lane for the opposite direction. Preferably, this mechanical barrier is formed by cones or cylinders, or by a traffic island, or by collision barriers, or by a protrusion protruding above the middle line. Preferably, another stopper, from the point of view of the approaching vehicle the first one, is placed in front of the stopper with the barrier. Preferably, the another stopper is formed by traffic lights, preferably by tricolor traffic lights, preferably activated simultaneously with the first stopper, preferably formed by alternately blinking traffic lights. The forwardly placed barriers, and preferably the barriers in the opposite direction, are lowered preferably with a delay allowing passage of vehicles that did not manage to stop at the beginning of the light signaling by traffic lights, or that were in the space between the first stopper of vehicles and the barrier. Preferably, the barriers are lowered only when the vehicle passed the red at the first forwardly placed stopper. The signaling device for stopping of vehicles in front of the railroad crossing preferably comprises a detector of passing on red at the railroad crossing. The above-mentioned signaling devices for stopping of vehicles in front of the railroad crossing are suitable for a system of the railroad crossing provided with barriers or for that without them.

The barrier may be incompletely lowered, preferably to an angle 45°, particularly in case when the mechanical obstructions are not used, to avoid collisions of vehicles mainly with those coming from the opposite direction, that overtake illegally. The LED strips, that are placed on the barrier arm, signal, preferably in advance, to the vehicles approaching from the opposite direction by blinking light lowering a/or rising of barriers, and preferably by steady light that the barriers are in idle status in the lowered and/or the lifted positions, preferably by red light.

Route of the signaling device for stopping of vehicles in front of the railroad crossing can be completed by a retarding section, preferably provided with a traffic sign modifying the highest allowed speed. Further, the route comprises two forwardly placed stoppers of vehicles, preferably a detection unit detecting the railroad crossing state, a detector of passing on red at the railroad crossing, of an obstruction separating parts of the roadway used in one and in the opposite direction, and of the mechanical obstruction.

The first, considered in the driving direction, forwardly placed stopper of vehicles approaching the railroad crossing, is formed by traffic lights, that comprise at least one from the following ones models: alternately blinking traffic lights, tricolor traffic lights, bicolor traffic lights.

The second forwardly placed stopper, which is placed preferably behind the first stopper, is formed preferably by a forwardly placed barrier and/or by traffic lights that comprise at least one of the following ones: alternately blinking traffic lights, tricolor traffic lights, bicolor traffic lights. In front of the first stopper there is placed preferably a forwardly placed traffic sip modifying the highest allowed speed, which slows the vehicle down to such speed that it can stop safely in front of the second stopper.

Preferably, the second traffic sign modifying the highest allowed speed, or a combination for example of two signs modifying the maximum allowed speed 30 km/h and 15 km/h, placed one after the other, placed behind the first stopper, ensures deceleration of vehicles to such a speed that the vehicles can stop safely in front of the second stopper. Alternatively, when only one stopper is used, preferably, a traffic sign modifying the highest allowed speed, as shown by dashed lines in FIG. 10, is placed in front of the second stopper. The traffic signs modifying the highest allowed speed are activated preferably simultaneously with the stoppers, that is in the beginning of the warning signalization of the railway system of barriers of a railroad crossing, and preferably they are switched off after the end of the warning signaling of the railway system of barriers of a railroad crossing without barriers, or in case of a railroad crossing provided with barriers when the barriers are lowered.

The distance of the traffic sips modifying the maximum allowed speed, as well as the top speed they allow, is set preferably according to the ringing period of time up to lowering of the barriers, so that the vehicles that entered at the time of activation of the traffic signs modifying the maximum allowed speed and that move with the highest speed they allow, reach the barriers, or the forwardly placed barriers, when they are used, only after they have been already lowered.

The first forwardly placed stopper and the first traffic sign modifying the highest allowed speed are activated preferably at the startup of the warning signaling of the railroad crossing. The second forwardly placed stopper of vehicles is activated preferably simultaneously with the first stopper, and therefore, in advance of the eventual start of the advance barrier lowering in case of passing on red by the vehicle at the first stopper, so that the vehicle can stop safely before they have been lowered. Alternatively, the forwardly placed barrier is lowered with a delay after activation of the stoppers and the traffic sign modifying the highest allowed speed.

The above-mentioned signaling devices for stopping of vehicles in front of the railroad crossing are suitable for the system of the railroad crossing provided with barriers or without them. The bather may be placed tightly at the system of the railroad crossing, or in front of the railroad crossing, or in some distance up to for example 500 m. The forwardly placed barrier may be used in case of a railroad crossing provided with barriers or without them, with warning signaling, but also without any warning signaling at the railroad crossing.

Also, this invention comprises a secure embodiment of the forwardly placed barrier allowing to turn it in the driving direction of the vehicles in case of a collision into the forwardly placed bather.

The forwardly placed barrier is placed on the barrier stand and it can turn horizontally, preferably on a joint for turning of the barrier. In case of an impact into the forwardly placed barrier, caused for example by an approaching vehicle, this barrier turns into the direction of travel of the vehicle. Preferably, returning of the forwardly placed barrier into the initial position is provided by means of a mechanism of the barrier, which comprises a spring preferably, which spring is stretched when the barrier is turned, and the barrier is returned into the initial position. Securing of the ultimate position when the barrier is turned, for example because of the security reasons with regard to walkers walking along the roadway, preferably at an angle 90° from the initial position, what corresponds to the direction which is parallel to the roadway, is provided by a barrier stop. Lifting of the barrier is provided by a motor on a joint for lifting of the barrier.

Preferable is a secure embodiment of the forwardly placed barrier alloying to turn it into the direction of the approaching vehicles in case of a collision into the forwardly placed barrier. This is a preferable embodiment with a barrier head that can turn, which head is placed on the barrier stand, holds the forwardly placed barrier and can turn it. In this case, returning of the barrier into the initial position is provided preferably by an electric motor. Lifting of the barrier is provided by a motor on a joint for lifting of the barrier. Securing of the ultimate position when the barrier is turned, for example because of the security reasons with regard to walkers walking along the roadway, preferably at an angle 90° from the initial position, is provided by a barrier stop.

A secure embodiment of the forwardly placed bather, allowing to turn it into the direction of the approaching vehicles in case of a collision into the forwardly placed barrier, is also preferable. This reduces the impact of the vehicle, or of another object, into the forwardly placed barrier. The forwardly placed barrier is placed on the barrier stand, which can turn, preferably on the bolt for turning of the barrier stand, what is a threaded rod with a steep pitch anchored to the roadway, or near to it. This steep thread pitch of the bolt for turning of the bather stand provides for returning of the barrier back into the initial position by the force of gravitation. In case of an impact, caused for example by an approaching vehicle into the forwardly placed barrier, this barrier turns into the direction of an approaching vehicle. Securing of the ultimate position when the barrier is turned, for example because of the security reasons with regard to walkers walking along the roadway, preferably at an angle 90° from the initial position, what corresponds to the direction which is parallel to the roadway, is provided also in this case by the barrier stop, which is preferably provided with a bather stop damper and preferably with arrestment of the bather arm.

A secure embodiment of the forwardly placed barrier allowing to turn it in the driving direction of the vehicles and simultaneously in the upward direction in case of a collision into the forwardly placed bather, is preferable. This reduces the impact of the vehicle, or of another object into the forwardly placed barrier.

The forwardly placed barrier is placed on a supporting, vertically anchored, dome-shaped barrier stand, which comprises mechanical and electronic equipment for its control. The barrier stand is provided with a guiding opening of the barrier arm, which is in the shape of a part of a helix, and in case of an impact, caused for example by an approaching vehicle colliding in it, it allows its turning away in the direction of travel of the vehicle and simultaneously in the upward direction. Return of the barrier downwards into the initial position occurs automatically due to the gravitational force given by the weight of the barrier. Securing of the ultimate position when the barrier is turned, for example because of the security reasons with regard to walkers walking along the roadway, preferably at an angle 90° from the initial position, what corresponds to the direction which is parallel to the roadway, is provided also in this case by the barrier stop, which is provided preferably with a barrier stop damper, and preferably with arrestment of the barrier arm.

In case of a weaker impact of the vehicle into the barrier arm, when full opening of the barrier arm into the vertical position would not be ensured, activation of the electromechanical drive by a shock sensor or a position sensor would take place with adjustable sensitivity of scanning, which sensors are placed in the barrier stand. Subsequently, the electro-mechanical drive ensures that the barrier runs down in the whole length of the guiding opening up to the open vertical position 90° copying the axis “Z”. Reverse lowering of the barrier arm into the initial position is provided again by the electro-mechanical drive, which drive is placed in the barrier stand, and which drive is switched locally, remotely, or by a time relay,

The standard lifting of the barrier 330 upwards, that is not the one in case of a collision, is provided with an electro-mechanical drive. Both the opening and the reverse closing of the barrier arm 65 are provided by an electro-mechanical drive, which drive is placed in the barrier stand 46, and which drive is switched locally, remotely or by a time relay.

The embodiment where the forwardly placed barrier can turn on the bolt for turning of the barrier stand and simultaneously on a joint for turning of the barrier with the movement of the barrier arm by the guiding opening of the barrier arm, is also preferable.

A combination of a rotatable barrier stand with a guiding rail, which in case of a vehicle collision with the forwardly placed barrier allows that the barrier moves away in the direction of travel of the vehicle and simultaneously upwards, is advantageous. The barrier stand is rotatable horizontally on the bolt for turning of the barrier stand, which bolt is fixed vertically on the barrier stand base, which is fixed to the ground, e. g. on the sidewalk, according to which the barrier stand rotates.

The lowered barrier bears on the lowest part of the rail, preferably in the “V” shape, which shape ensures the barrier position. Pressure of vehicle impacting the barrier moves the barrier horizontally in the direction of travel, wherein the barrier is guided by the guiding rail of the barrier arm upwards.

The guiding rail of the barrier arm is fixed to the barrier stand base by retaining posts. Barrier movement along the guiding rail of the barrier arm is limited preferably by the barrier stop provided with a barrier stop damper damping against impact of the guiding rail of the barrier arm.

Internal mechanism of the barrier stand is solved so that the barrier arm is vertically rotary on the barrier bearing attracted on the shorter arm of the barrier by means of the attraction element, preferably solved by a disc-shaped element, preferably by a gear wheel, which wheel is driven by an electric motor. By this the longer barrier arm is lifted. The barrier stand mechanism allows lifting of the barrier also by pressure of a moving vehicle, when the attracting element is being released.

In case, that there is a turn in the immediate vicinity of the railroad crossing, which prevents drivers from looking directly at the railroad crossing warning signaling, it is preferable to apply a forwardly placed signaling device for stopping of vehicles in front of the railroad crossing. The obstruction, which prevents drivers from looking directly at the railroad crossing warning signaling, can be formed for example by trees growing at the railroad crossing. In this case a stopper is installed in front of the turn, which stopper is formed preferably by traffic lights that are warning signaling by red signaling light identically with the warning signaling of the railroad crossing, and allows so to drivers to see its state. Preferably, in place of this stopper or behind it also the forwardly placed barrier is placed. In front of the turn, preferably another traffic lights are placed before these traffic lights that are in front of the turn preventing that vehicles drive to the railway crossing during the period of time of the warning signaling, which signaling is active on the railroad crossing preferably only up to the lowering of the barriers, and it is made impossible to pass the railroad crossing on red. Preferably, the forwardly placed traffic sign is also used, which is modifying the highest allowed speed, what slows down the vehicle so that it can stop safely in front of the first stopper or the second stopper.

In case that on the access road in the immediate vicinity of the railroad crossing there is an intersection, it is preferable to use a signaling device of this intersection and also the forwardly placed signaling device for stopping of vehicles, when this intersection is controlled by traffic lights, preferably by tricolor traffic lights, either only in the time of the warning signaling of the railroad crossing, or continually, And this is so in case of the railroad crossing provided with barriers, so that the vehicles are prevented in crossing of the railroad crossing either in the whole time of the warning signaling or preferably up to the lowering of barriers. In case of the railroad crossing without barriers, the intersection is controlled so that vehicles are prevented to cross the railroad crossing during the whole period of time when the warning signaling is in operation. If there are more traffic lanes on the access road at the railroad crossing then the intersection is controlled so that the vehicles driving in the traffic lane oriented to the railroad crossing are stopped by traffic lights during the time of the warning signaling by the railroad crossing signaling, preferably by tricolor traffic lights, and cannot drive to the railroad crossing, and the vehicles driving in traffic lanes, that do not lead to the railroad crossing are not stopped so and can continue in driving in another direction then to the railroad crossing.

The forwardly placed signaling device for stopping of vehicles in front of the railroad crossing comprises preferably a mechanical obstruction forbidding crossing to the traffic lane in the opposite direction and prevents crashes of vehicles mainly with those coming from the opposite direction, that overtake illegally in the lane of the opposite direction with vehicles driving in this opposite direction. The mechanical obstruction may be formed by cones or cylinders, or by a traffic island, or by collision barriers, or by a protrusion above the central line. A preferable embodiment is the one when the mechanical obstruction is formed by bollards of cylindrical shape, preferably made of some elastic material with shape memory, preferably of rubber or of some plastic, what allows its recovery to the initial shape after deformation caused by the load, for example exerted by a vehicle that crossed it. The mechanical obstruction stands on the base of the mechanical obstruction, to which it is fastened using a spring element of the mechanical obstruction, preferably formed by a spring, or a rod made of elastic material. Preferably, the base of the mechanical obstruction is provided with stops of the mechanical obstruction that prevent any undesired movement, for example caused by wind. The mechanical obstruction is anchored to the ground, mostly to the roadway, preferably by means of bolts or screws.

For example, in case that the vehicle encounters some mechanical obstruction that is forbidding moving in the lane for the opposite direction, such vehicle can cause its tilting by own pressure. This can cause stretching of the flexible element of the mechanical obstruction, wherein the inclined mechanical obstruction returns to the initial position after pressure release.

For example, in case that the vehicle encounters a mechanical obstruction that is forbidding moving in the lane for the opposite direction, such vehicle can cause its tilting accompanied by deformation of the mechanical obstruction by own pressure. Embodiment of the mechanical obstruction made of elastic material with shape memory allows its recovery to the initial shape after release of pressure that deformed the mechanical obstruction, for example that of the vehicle weight that passed over it.

Embodiment of barriers of the railroad crossing using an obstruction, formed preferably by uninterrupted line preventing overtaking, preferably provided with mechanical obstruction to prevent driving of vehicles into the opposite direction, is preferable. The railroad crossing barriers are placed only in traffic lanes from both sides of the railroad crossing in the direction to the railroad crossing. In the outbound traffic lanes directing away from the railroad crossing, the barriers are not installed. Driving of vehicles into the opposite direction is prevented by an obstruction, which is provided preferably with a mechanical obstruction, which is formed preferably by cones or cylinders or by a traffic island or by crash barriers or by a protrusion above the central line. The obstructions, preferably those provided with a mechanical obstruction, are preferably installed in the roadway from the place at the railroad crossing barriers up to a selected distance from the barrier, which distance can be for example 500 m. The above-mentioned embodiment exhibits a number of advantages in comparison to two barriers for both traffic lanes on both sides of the railroad crossing. Particularly it is more safe, because there is no danger of the vehicle being stuck in space between the barriers because the vehicle did not manage to leave this space before lowering of the barriers on the exit side of the railroad crossing. Furthermore, this embodiment is associated with lower financial costs than what are those for installation of barriers on both sides of the roadway, that is, in the lane in the direction to the railroad crossing and i the lane for the opposite direction.

An embodiment of the device for stopping of vehicles in front of the railroad crossing using a forwardly placed barrier with regard to the railroad crossing barrier is preferable.

Approaching of the railway train is detected by means of a detector of the railway train, which detector is placed at the rail track, which is in the direction to the approaching train in front of the railroad crossing at a elective distance, which distance is sufficient for timely detection of the approaching train. The detector of the railway train communicates with the receiver and passes information about the approaching train, which information is further processed for control of the stoppers and/or retarders of vehicles in front of the railroad crossing. The barrier can be placed at the railroad crossing or at a selected distance away from the railroad crossing, or away from the barrier of the railway crossing, if they are installed, namely nearby, in a distance from 0 to 10 m, or at a moderate distance in the distance >10 m to 20 m, or in a remote distance >20 m to 100 m, or in a remote distance >100 m to 500 m. The forwardly placed barrier may be placed at the closest in the border distance of the first restraining zone that is in the distance 10 m to the railroad crossing/barriers. But the barrier may be placed anywhere. Its possible placement within a railroad crossing system is shown by full lines. In front of the railroad crossing, it is shown by dashed lines, see FIG. 19.

On the route, in front of the railroad crossing, more restraining zones may be placed, preferably from two to four restraining zones for slow down or for stopping of vehicles in front of the railroad crossing. And it is possible to install more stoppers and retarders of vehicles for vehicle traffic control, when vehicle retarders are formed preferably by a traffic sign modifying the highest allowed speed. When installing the forwardly placed barrier in the direction from the railroad crossing, preferably, a stopper of vehicles is also installed, preferably formed by traffic lights, that are forwardly placed with regard to the barrier.

Preferably, in case an obstruction is used, the forwardly placed barriers and/or the railroad crossing barriers are placed on both sides of the railroad crossing only in the traffic lanes that are in the direction to the railroad crossing, and in the outbound traffic lanes directing away from the railroad crossing, there are not installed any railroad crossing barriers and the forwardly placed barriers. Bypassing of the barriers prevents an obstruction. The signaling device for stopping of vehicles in front of the railroad crossing can be used for railroad crossing provided with barriers and also without any barriers, with some warning signaling and without any warning signaling, only with the traffic sign for railroad crossing.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be further elucidated by means of drawings, wherein:

FIG. 1 shows a system of barriers as a device for securing of the railroad crossings.

FIG. 1, detail 1, shows a side view in the direction S of a device for securing of the railroad crossings.

FIG. 1, detail 2, shows an emergency stopping lane.

FIG. 1, detail 3, shows a displaying device.

FIG. 2 shows a block diagram of a device for securing of the railroad crossings,

FIG. 3 shows a system of barriers.

FIG. 4 shows a system of a signaling device for stopping of vehicles in front of a railway system of barriers.

FIG. 4, detail 1, shows a light panel.

FIG. 4, detail 2, shows simplified modification of the signaling device for stopping of vehicles in front of barriers of a railroad crossing, wherein the slow down section is omitted completely.

FIG. 5 shows a signaling device for stopping of vehicles in front of the railroad crossing completed comprising also a combined slow down section.

FIG. 6 shows another obstruction of driver's passage to the barriers.

FIG. 7 shows securing of a railroad crossing by means of traffic lights on a railroad crossing.

FIG. 8 shows a preferable embodiment of the system of a signaling device for stopping of vehicles in front of a railway system of barriers of a railroad crossing with increased security.

FIG. 8, detail 1, shows a block diagram of an acoustic sensor, which sensor detects sound signaling of the railroad crossings.

FIG. 9 shows a forwardly placed stopper of vehicles additionally equipped with a forwardly placed barrier.

FIG. 10 shows the route of a signaling device for stopping of vehicles in front of the railroad crossing, additionally equipped with a slow-down section.

FIG. 11 shows a secure embodiment of the forwardly placed barrier allowing to turn it in the driving direction of the vehicles in case of a collision into the forwardly placed barrier.

FIG. 11, detail 1, shows another secure embodiment of the forwardly placed barrier allowing to turn it into the direction of the approaching vehicles in case of a collision.

FIG. 12 shows another secure embodiment of the forwardly placed barrier allowing to turn it into the direction of the approaching vehicles in case of a collision.

FIG. 13 shows another secure embodiment of the forwardly placed barrier allowing to turn it in the driving direction of the vehicles and simultaneously in the upward direction in case of a collision.

FIG. 14 shows a combination of a rotatable barrier stand with a guiding rail.

FIG. 14, detail 1, shows turning of a barrier with a barrier stand after an impact up to the angle 45°.

FIG. 14, detail 2, shows turning of a barrier with a barrier stand after an impact up to the angle 90°.

FIG. 14 detail 3 shows internal mechanism of the barrier stand.

FIG. 15 shows an embodiment of a forwardly placed sigialing device for stopping of vehicles in front of the railroad crossing in case that there is a turn in the immediate vicinity of the railroad crossing.

FIG. 16 shows an embodiment of a forwardly placed signaling device for stopping of vehicles in case it is on the access road in the immediate vicinity of the railroad crossing intersection.

FIG. 17 shows an embodiment of a mechanical obstruction preventing driving into the traffic lane of the opposite direction.

FIG. 17, detail 1, shows inclination of the mechanical barrier preventing driving into the traffic lane of the opposite direction, caused for example by pressure exerted by a vehicle that crashed into the obstruction.

FIG. 17, detail 2, shows inclination of the mechanical barrier accompanied by deformation caused for example by pressure exerted by a vehicle that crashed into the obstruction.

FIG. 18 shows an embodiment of barriers of a railroad crossing provided with an obstruction, preferably formed by uninterrupted line preventing overtaking.

FIG. 19 shows an embodiment of the device for stopping of vehicles in front of the railroad crossing using a forwardly placed barrier with regard to the railroad crossing barrier.

FIG. 20 shows an embodiment of the device for stopping of vehicles in front of the railroad crossing using the forwardly placed barrier at a railroad crossing without barriers.

EXAMPLES OF INVENTION EMBODIMENTS

FIG. 1 and Detail 1 in a view in the direction S and Detail 2 show a system of barriers of a device for securing of a railroad crossing, the roadway 39 and on it a system 1 of the railroad crossing in idle status of the control unit 6, when all barriers 2 p in front of a railroad and barriers 2 z behind a railroad, the system is comprised of, are in the open positions. In the process of closing, the system 1 of the railroad crossing advance signal 3 is activated. Preferably, it is represented by a sound signal and/or by warning lights 106 of the railroad crossing, preferably formed by light signals 206 of two flashing lights placed side by side. After an adjustable period of time, the barriers 2 p in front of the railroad and the barrier 2 z behind the railroad start to lower simultaneously, or the barriers behind the railroad start to lower after an adjustable period of time, preferably so long, as how long is the estimated time necessary for a vehicle to leave the rail track.

Therefore, the barriers 2 p, 2 z are lowered either simultaneously, or the barrier 2 z placed behind the railroad is lowered with a delay after an adjustable period of time from the beginning of the warning signaling of the system 1. The unit 301 for detection of an obstacle in the space of the system of barriers, preferably formed by a sensor 4 and/or by a video camera 10, preferably monitors the space of the system 1 between the barriers 2 p, 2 z during activation of the warning signaling of the system of barriers 1 and when an obstacle for the railway train is detected, for example a vehicle 5. The signal is transmitted to the control unit 6 that controls the system 1 of the railroad crossing and preferably delays or stops lowering of the barriers 2 z behind the railroad or in case they are lowered already, it lifts them up, for the period of time till the obstacle 9 has left the railway space. Simultaneously, preferably with the help of the communication module 7, it initiates an alarm at the participants 300 that are connected directly, what are the control center 11 of the railway traffic control, the approaching railway train 12, the fire station 16, the police station. 17, and by means of a server 21 also another authorized participants 22 by means of a wireless connection 13. Preferably, the communication module 7 transmits an alarm and/or video camera 10 shots directly into the railway train 12 by means of a wireless connection 13.

Simultaneously, preferably the control unit 6 activates an alarm siren 8 in the area of the railroad crossing system 1, which alerts that there is urgent necessity to remove the obstacle 9, for example a vehicle 5. Preferably, a voice unit 24 is activated and a voice announcement requires to release the railway track 23. Preferably, a video camera 10 transmits a video shot of the space of the system 1 of the railroad crossing via a communication module 7 to the control center 11, and preferably to the driving unit 28 of the railway train 12 where the video is displayed on a monitor 25 for the train driver. The data and/or voice communication with the control center 11, the railway train 12, and with other participants is carried out via a wireless connection 13. Having received the information about an obstacle 9, the driving unit of the railway train 12 informs the train driver of the railway train visually, preferably by displaying it on a monitor 25 for the train driver or by a pilot light 26, or acoustically, preferably by a voice announcement, or by a tone from a speaker 27. The train driver decelerates the railway train manually, or it is made by the control unit 28 automatically, preferably gradually, so that in case, the obstacle 9 is not removed, the railway train can stop on time. Preferably, the advance signal 3 is provided with a display 14 showing numeric data indicating the time remaining until lowering of the barriers 2 p in front of the railroad.

Preferably, the advance signal 3 comprises a barrier display 31 showing a symbol of the opened barrier, preferably in white/green color, which color changes to the red one, and a falling barrier image is displayed before the time when the barriers 2 p placed in front of a railroad crossing start to fall down. Preferably, there is an advance signal 3, at the place of the system of barriers and/or traffic lights 103 are placed in a selectable distance in front of them, preferably the one up to the tricolor ones, that are visible for vehicles approaching the railroad crossing system 1, which traffic lights 103 are preferably similar as the tricolor traffic lights used in the road traffic. Simultaneously with the signaling advance signal 3, the green light is changed to the amber one, and later to the red one, before lowering of the barriers 2 p in front of the railroad. The single color traffic light 15 signals the red. immediately, in case of the bicolor one, the red light follows the amber one. Preferably, the signaling advance signal 3 is replaced by traffic lights 103.

Preferably, the communication module 7 transmits alarm, and preferably, the video camera 10 shots also to the fire station 16, to the police station 17, to the emergency control center 18, so that they can be prepared for a drive in case of a collision in the space of the system 1 of the railroad crossing.

The video camera 10 transmits to the police station all necessary data, for example the vehicle registration number, for eventual sanction of the party, for example of the vehicle 5 driver that caused placement of an obstacle 9 in the rail track. In case, the obstacle 9 is a vehicle 5 that leaves the space of the barriers without any accident, preferably, the police 17 is equipped with a control of the road display 19 commanding the vehicle 5 to wait till arrival of police, for example to stop in the emergency stopping lane 20 and wait there for arrival of police. Preferably, the communication module 7 transmits data to a server 21, accessible to the authorized participants 22 only, for example to the control center 11 of the railway traffic control, preferably via Internet, and/or also for the railway train 12.

The authorized participants have access to data on situation of all systems 1 that are provided with a communication module 7 and the relevant units 221 for image capturing and/or detection of an obstacle, preferably by sensors 4 and/or video cameras 10.

Preferably, railroad track is provided with an advanced detector 219 of the railway train, which detector in case of detection of a train, preferably in a distance longer than what is the visual one in front of the railroad crossing, warns with the help of a horn 216 that a railway train is approaching, and preferably a voice announcement alerts about the approaching train. Preferably, a video camera system 218 is placed on the railway track, preferably comprising more video cameras 223 of a video camera system, which system is from the point of view of the approaching railway train 12 advanced with regard to the system 1, that transmits live the approaching railway train, preferably by switching to actual video cameras, around which the train is just passing through to the monitors 220 visible for the drivers approaching the system 1, what has psychological effect of preventing their entry into the space of the system 1 during operation of the acoustic signal. Preferably, distance of the railway train from the railroad crossing is displayed. Preferably, the wireless connection 13 or the wire connection transmits live shot of the approaching railway train also to the server 21 of the control center 11 and to other participants 16, 17, 18.

FIG. 1, detail 3, shows, how the authorized participants 22 may be equipped by the displaying device 29, preferably formed by a computer with monitor, which is adaptable for one or preferably for more images on the display 32 to have overview of more railroad crossing systems 1 by one view. So the driver of the railway train can follow live transmissions of the system 1 of the railroad crossing as they are monitored by video cameras 10, that are on the route, he drives through, in advance.

FIG. 2 shows a block diagram of the device for securing of the railroad crossing against entry of vehicles during warning signaling comprising a system 1 of the railroad crossing with a control unit 6, which controls the system 1 of the railroad crossing, and an advance signal. The control unit controls the bathers, the traffic lights 15, the voice unit 24, the alarm siren 8, and receives information from the sensor 4 in the space of the barriers system, the video camera 10, and other sources of information 30, and according to their reports it controls the voice unit.

It transmits information via a communication module 7 to the server 21, which is accessible by authorized participants 22, for example the railway train 12 driver, the control center 11 of the railway traffic control, the fire station 16, other participants 64, the police station 17, which preferably controls the road display 19. The communication module 7 is adaptable for direct connection with the authorized participants 22.

FIG. 3 shows a device for securing of the railroad crossing provided with a system 1 of the railroad crossing, in which the right side space 35 is detected with a right side system of sensors 48. In case, this system of sensors detects in it a right side obstacle 41, it prevents lowering of the right side barrier 60 behind the railroad. In case, it is partially or fully lowered, the control unit 6 shown in FIG. 1 lifts it up, and permits its lowering not sooner than when the obstacle 41 is not detected by the system of sensors 48 anymore. Positions of the barriers, “the left one”, “the right one” are considered as being viewed from the direction “S”. The positions “in front of the rail track”, and “behind the rail track” are considered from the driver's point of view in the direction of approaching the railroad crossing. Similarly for the left space 42 functions the left system 54 of sensors with sensors 44, 45, 55, and 56 that detect an obstacle 59 on the left side. The system 1 comprises the right bather 60, which is placed behind the rail track, the left barrier 61 in front of the rail track, the right barrier 62 in front of the rail track, and the left bather 63 behind the rail track, that are controlled by means of a driving unit 6, and in case, the systems of sensors 48 and 54 do not detect the obstacle 59, 41, all barriers 60, 61, 62, 63 are lowered simultaneously or the barriers behind the railroad 60, 63 are lowered with a delay.

Preferably, the right side system 48 of sensors is formed by more sensors, preferably by the first sensor 37 on the right side in front of the rail track, the second sensor 38 on the right side in front of the rail track, the first sensor 49 on the right side behind the railroad and the second sensor 50 on the right side behind the railroad, which sensors detect, to check functionality, the passing vehicles also when the barriers 60 and 62 are lifted, whether the ringing is activated or not. In case, there is not compliance in detection of all sensors, the system 1 of the railroad crossing initiates an alarm in the control center 11 of the railway traffic control via the wireless connection 13 to alert that it is necessary to amend the failure, so as it is shown in FIG. 1. The left side system 54 of sensors operates similarly.

FIG. 4 and its Detail 1 show the signaling device 125 for stopping of vehicles in front of the system 1 of the railroad crossing, wherein the stopper 83 of vehicles is formed preferably by traffic lights 103 that are placed in a elective distance, e. g. in the distance 60 to 100 m to the barriers. Preferably, the traffic lights 103 are formed by tricolor traffic lights 204, or by bicolor traffic lights 205, or by a light signal 206 comprising two side by side placed flashing lights. The traffic lights 103 are placed in a elective distance in front of the system 1 of the railroad crossing. The signal “STOP!” stops vehicles approaching the system 1 of the railroad crossing in front of the traffic lights 103 and this during the time of the warning signaling by warning lights 106 of the railroad crossing before the barriers 2 have been lowered, during the warning ringing of the safeguarding device of the railroad crossing, to prevent that vehicles enter the railroad crossing area. After end of the ringing, the control 6 resets the signaling to the signal “GO!”. The vehicles can continue in driving up to the already lowered barriers, that prevent their entry into the space of the railroad crossing.

Alternatively, the detecting unit 73 of the railroad crossing state detects beginning of signaling by warning lights 106, preferably by a sensor of 107 sunshine, preferably formed by an optic sensor 211, or by a video camera sensor 212 and lowering of barriers 2 by the sensor 121 detecting the lowered barriers that is placed in the system 1, or in the v detecting unit 73, or of both phenomena at the same time by a video camera sensor 212. Alternatively, the detecting unit 73 detects the warning ringing, preferably by an acoustic sensor 213, or it is connected by a wire connection 2001 of barriers, preferably via an optic coupling element 123 to the system 1 of the railroad crossing. The signal of the system 1 is transferred, preferably via the connection 2003 of the railroad crossing, preferably formed by a wire connection 2001 of barriers off the protection zone or to its border, and it is transferred to the optic coupling element 123, or it is transferred to the light source 2002, and against it the optic sensor 211 is placed, which monitors switching on of the light, which is corresponding to the activation of the railroad crossing signaling, The detecting unit 73 is connected to the control unit 108 of the signaling device for activation of the signaling device 125.

Alternatively, the stopper 83 is activated by activating the “warning lights 106 of the railroad crossing”, e. g. by alternating blinking of two red lights, detected by the detecting unit 73, which is used particularly for the case, that the direct electric connecting of the connection 105 to the railway device with warning lights 106 is not possible or desirable, otherwise the control unit 108 is for information on warning signaling and ringing connected directly to the electric signaling device of the railroad crossing. In case this detecting unit 73, preferably comprising an optic sensor 211, is used, this unit for transferring information on activating of the warning lights is connected to the control unit 108 of the signaling device by a connection 105, which connection is optionally realized by means of conductors and/or wirelessly. This transfers the signal on activation of the warning lights 106 to the control unit 108, which rearranges the signaling to “STOP!”, preferably using the red light of the traffic lights 103, preferably represented by the tricolor traffic lights 204. The information on lowering of barriers 2 is transferred by the detecting unit 73, preferably formed by a sensor 121 for detection of lowered barriers, to the control unit 108, which rearranges the traffic lights 204 back to “GO!”, preferably represented by green light, which light preferably follows the amber light. In case, the traffic lights 103 are formed by bicolor traffic lights 205, then when set to “STOP!”, they emit light with red signal light. When they are reset to “GO!”, the amber signaling light is blinking or there is no signaling. In case, the traffic lights 103 are formed by light signal 206, then when reset to “STOP!” the side by side placed red lights blink alternately, and when reset to “GO!” the lights are switched off. The detection unit 73 of the railroad crossing signalization is preferably formed by a sensor 211, optic and/or acoustic sensor 213, and/or by a video camera sensor 212, and/or by a sensor 121 of detection of lowered barriers. Preferably, at the start of ringing at the railroad crossing with barriers, the traffic lights 103 set to “STOP!”, at the end of the ringing to “GO!”. Preferably, the detecting unit 73 of the railroad crossing signaling detects by the acoustic sensor 213 the sound warning signaling, and by the optic sensor 211 the light warning signaling of the railroad crossing simultaneously. If the detecting unit 73 of the railroad crossing signaling detects only one of the above mentioned two models of the warning signaling, the control unit 6 evaluates whether it is a defect, which is then reported preferably to the railway train driver and/or to the server 21 of the control center of the railway traffic control. In case of a situation, when the light warning signaling of the railroad crossing is not detected by the optic sensor 211, for example because of fog, and simultaneously the sound warning signaling of the railroad crossing is detected, then preferably, report on defect is passed to the railway train and/or to the server 21 of the control center of the railway traffic control to evaluate railroad crossing signaling state. In case of some situation, when the sound warning signaling of the railroad crossing is detected by an acoustic sensor 213, only when it begins, and for a short period of time after its beginning and subsequently, noise of the approaching train or road vehicles is detected, and after the end of the detection of noise, after train departure, or of vehicles from the space around the railroad crossing, the sound warning signaling is detected again. It is evaluated so that, it is only masking by the train noise, or by that of vehicles, and the device continues to signal up to the time of ending the sound signaling without train noise detection or of that of vehicles. If after the phase of eventual masking of the sound warning signaling by train noise, there is not any detection of the sound warning signaling, it is evaluated that it is detection of the passing train noise or that of vehicles and not that of the warning signaling, which signaling was already terminated, and it is not continued in the signaling.

The detecting unit 73 is placed at a distance from the system 1, preferably beyond the railway protection zone or it is placed directly in the system 1 so as it is shown by dashed lines.

The sensors 107 of the warning lights, the optic sensor 211, and the acoustic sensor 213, are placed preferably directly on the railway device of barriers and/or on an independent forwardly placed pole 214 of sensors.

The maximal distance 109 of the traffic lights 103 from the barriers 2 is preferably selected so that the vehicles make this distance with some reserve at the highest allowed speed, for example 50 km/h, so that they get to the barriers 2 preferably immediately after the start of blinking of the warning lights 106, whet the barriers 2 are still lifted. This is so because in case, drivers of vehicles do not observe the traffic rules and get into railroad crossing, although the warning lights 106 are activated, they should have enough time to drive through the railroad crossing before lowering of barriers. Preferably, the distance 109 is elective according to the period of time between the warning signal and the lowering of the barriers 2, which lowering begins about 30 seconds after the start of blinking of the warning lights 106 of the railroad crossing. Just before starting of the lowering of the barriers 2, other vehicles do not get to the barriers, because they are stopped in advance by the traffic lights 103.

After lowering of the barriers 2, the control unit 108 resets the traffic lights 103 to “GO!”, but the vehicles, if they were stopped by it originally, can now approach up to the already lowered barriers 2. Another cycle of resetting the traffic lights 103 to “STOP!” is initialized during another activation of the warning lights 106 or ringing.

Optionally, the traffic lights 103 are reset to “GO!” at the end of blinking of the warning lights 106, that is after lifting of the barriers, and not during the lowering of bathers 2. The so modified signaling device can be used also for unprotected railroad crossings, where the barriers are not installed.

Preferably, in front of the traffic lights 103, a slowdown section 118 with the traffic sign 110 “Speed Limit”, for example 30 km/h is placed. Behind the slow down section, preferably, the light emitting traffic sign 120 “End of All Restrictions”, preferably a light emitting one, is placed, which sign terminates the speed limit. Preferably, this sign is activated depending on the activation of the light traffic lights 110 “Speed Limit”, that are activated preferably together with the warning lights 106 of the railroad crossing, or with the traffic lights 103. The light emitting traffic sign 110 is placed on an independent pole 112 or on the pole 113 of the traffic sign 102 “Railroad Crossing Provided with Barriers”.

The slow-down section 118 of the railroad crossing provided with bathers is realized preferably for slowdown of traffic of vehicles in front of the activated barriers 2. The warning lights 106 of the railroad crossing are activated and start to signalize, preferably by blinking, the coming lowering of the bathers, and simultaneously an optional number of light emitting traffic signs 110, “The Speed limit” is activated showing the adjustable speed limit, for example 30 km/h. Optionally, the signs 110 are deactivated after the lowering of barriers 2, or after deactivation of the warning lights 106.

To highlight the forthcoming lowering of the barriers 2, the traffic signs 102 “Railroad. Crossing with Barriers” are preferably light emitting signs, and/or they are provided preferably with amber signaling lights 111, and they signal the forthcoming lowering of the barriers 2, preferably by alternating blinking simultaneously with warning lights 106.

The signaling device 125 for stopping of vehicles in front of the railroad crossing is used preferably also for railroad crossings without barriers to prevent entry into the railroad crossing in the period of time of train approaching and crossing the railroad crossing. In this case the signaling device 125 is activated preferably at the startup of the warning signaling of the system 1 without barriers and it is deactivated at the end of signaling of the system 1.

Optionally, the traffic lights 103 are formed preferably by two red lights of the signal 206 of two side by side placed alternately flashing lights, wherein they are activated for the signal “STOP!” and switched off for the signal “GO!”.

Preferably, a countdown unit 200 of the remaining waiting time, and further a light sign board 201 highlighting the traffic lights by inscriptions and/or by symbols, for example “STOP!, 20s!”, as well as data of the countdown unit 200 of the remaining waiting time, and further the informing inscription “ATTENTION! VIDEO CAMERA IF ON RED!” are placed on the traffic lights 103 to inform drivers, wherein preferably, the inscription is activated when the warning lights have been activated.

Preferably, a dummy video camera 117 is installed in the route, by means of which it is possible to achieve greater discipline of drivers. This video camera can be replaced by a real video camera.

FIG. 4, detail 2, shows simplified modification of a signaling device 125 for stopping of vehicles in front of the railroad crossing, wherein the slow-down section 118 is omitted.

FIG. 5 shows a signaling device 125 for stopping of vehicles in front of a railroad crossing provided also with a slow-down section 118, by means of which slow-down is realized by making the data of the activated light emitting traffic sign 110 visible when the warning lights 106 detected by a sensor 107 of the warning lights are switched on. Preferably, the signaling device 125 is provided with a combined slow-down section 122, which slows down vehicles, but also with a radar unit 116, preferably provided with a blinking display 119 of the radar unit 116, that changes green light to the red one in front of the light emitting traffic sign 110, which is placed there, in case that it registers that a vehicle has exceeded the highest permitted speed displayed on it, wherein this speed is adjustable.

Optionally, to increase efficiency, the combined slow-down section 122 can be implemented several times. It can be used in the road traffic at the railroad crossings provided with barriers, or without them. In this case the light traffic sign 110 is activated only from the radar unit 116, which can be placed also in a light emitting traffic sign 110.

Preferably, after a slow down section 118 or a combined slow down section 122 follows a stopping section 115, the radar unit 116 of which resets the traffic lights 103 by means of the control unit 108 to “STOP!”, preferably to the red light, for the period of time a vehicle approaches with speed exceeding the actual highest allowed speed, even when railroad crossing warning lights 106 are not activated, to slow down the vehicle. When they are activated, reset to “STOP” is carried out for the time of their activation, preferably to the time of lowering of the barriers.

Preferably, the radar unit is adapted to be set either to the not-restricted speed, for example 50 km/h, or to a restricted one, for example to 30 km/h, when a warning signaling of the railroad crossing is detected and the traffic sign 110 is activated. Preferably, at a necessary distance behind the traffic lights 103, a light emitting traffic sip 120 “End of All Restrictions” is placed, which is activated when the warning signaling is not detected. Preferably a dummy video camera 117 for measuring of the vehicle speed is placed on it, which preferably can be replaced by a real video camera, so that optionally savings are obtained in comparison to using a real one permanently, because drivers do not know, when and where a real video camera is in operation. To increase the effect when a vehicle is passing a pilot light on such dummy video camera 117 flashes to make believe that recording is in operation. In case of activation of the warning lights 106, the light emitting traffic sign 120 is not activated, so that the valid speed decrease, for example 30 km/h, remains valid.

Preferably, the dummy video camera 117 is placed also on the traffic lights 103, preferably on a pole of the traffic sign. In front of the dummies, there are placed preferably signs announcing speed check to increase efficiency of the dummies. Preferably, the display 119 of the radar unit shows not only the actually measured speed but also an inscription “SLOW DOWN!”.

The video camera 117′ that can be exchanged for a dummy one 117 preferably records not only the above-limit speed of a vehicle, but also non-stopping on red traffic lights 103.

FIG. 6 shows another example of the signaling device 125 for stopping of vehicles in front of a railroad crossing comprising two stoppers 83 in case a driver passed illegally the first stopper 83, preferably formed by traffic lights 103, signaling by red light, and is documented by the detector 136 of passing on red at the railroad crossing, which is formed preferably by a video camera 226 or by a sensor on the border of the traffic lane 134, which activates the second stopper 83, which is formed preferably by the light emitting traffic sign 131 “No entry for all vehicles” and/or the light emitting traffic sign 132 “Indicated direction of traffic”, which guide the driver to the emergency stopping lane 20, where preferably the driver can see a table 135 instruction with instruction to wait for police. The exit is blocked by the stopper 83, which is formed preferably by a barrier 130, preferably controlled remotely, which is lowered preferably by the detector 136 of passing on red. Preferably, the communication unit 139 is adapted for voice communication with surveillance panel and/or police. An advantage of the emergency stopping lane 133 with a barrier 130 in front of the barrier 130′ placed on the roadway is that it is possible to block the stopped vehicles that passed on red, preferably up to the arrival of police or for a preset period of time, but this does not have any influence on the traffic on the roadway after lifting of barriers 2 of the railroad crossing. in case that waiting for police arrival would not be required the barrier 130′ on the roadway is placed and lowered preferably when warning railroad crossing signaling is detected or only when a vehicle passes on red and the barrier is lifted after an adjustable period of time. In this case the emergency stopping lane 20, the traffic sign 131 “No Entry for All Vehicles”, and the traffic sign 132 “Indicated Direction of Traffic” are not necessary.

FIG. 7 shows an example of a device for securing of a railroad crossing against passing during blinking warning lights by means of traffic lights that are placed on the crossing and the T-shape crossing 70.

The traffic lights control intersections 69 in a common way by means of a control unit 6, with which they are connected by means of connections 105. When the signal 206 of two side by side placed alternately interrupted lights is activated, the traffic lights 15 that control the traffic lanes “A”, from which arrival to the bathers 2 is possible, are switched over to the “STOP” mode, in which they emit red light, and if they emit light in another color, they switch over to the red one by the prescribed way, what means, that they switch over from the green one via the amber one. By this passing from the traffic lanes “A” to the barriers 2 is prevented. The traffic lights for the traffic lanes “B” that lead from the barriers are changed to the green color, so that the vehicles can drive away and there will be no tailbacks, that could block the railroad crossing.

Preferably, activation of the light signal 206 is detected by a sensor 107 of the warning lights, which is connected with the driving unit 6 via a connection 105.

The traffic lights are switched from the “STOP” mode into the common mode of intersection control during lowering of the barriers, preferably after detection by a sensor 121 detecting lowering of barriers and/or by sensor 107 of the warning lights signal 206 indicating termination of the light activation, wherein the information on it is transferred via the connection 105.

Sensors 71 of vehicles detect vehicles driving in the traffic lane “B” away from the barriers 2, and in case of a detected vehicle they switch over the intersection control so that such vehicles have green preferably to avoid that they form tailbacks that would block the railroad crossing.

The vehicles are stopped in the mode “STOP” only during the period of time of the signal 206 activation up to the time when the barriers are closed, that is for a relatively short period of time, for about 20 seconds.

Thereafter, the intersection control is switched over into the common operation and the vehicles pass the controlled intersection the barriers 2 that are already lowered, Therefore, they cannot pass the railroad crossing during the blinking of the warning lights.

The vehicles that drive between the intersections and the railroad crossing during the activation of the signal 206 and the mode “STOP”, are approaching at the very beginning of the activation of the warning lights, so that in case that they do not manage to respect them, they have about 20 seconds for a relatively safe passage through the barriers, before they start to lower, or when the barriers 2 are lifted, the traffic lights 15 do not control the intersection, the traffic lights are switched off or blink in amber color. The traffic lights for controlling of the direction “B” are preferably not installed, and the vehicles in this lane have always free passage.

In case of signal 206 activation the color of lights is changed in a prescribed way from the amber blinking to red up to the time of lowering of barriers, when they change back to the blinking amber.

Configuration according to this example of embodiment may be realized both for a railroad crossing provided with barriers and for the one without any barriers.

FIG. 8 shows a preferable embodiment of a signaling device for securing of the railroad crossing with a signaling device for stopping of vehicles in front of the railroad crossing with increased security, which security is attained by a combination of a stopper 83 of vehicles for the period of time of the warning sigialing, preferably up to the lowering of barriers, and preferably with a slowdown section 118 using traffic signs 155 that alter the maximum speed allowed, and preferably using voice units 24. The traffic signs 155 modifying the highest allowed speed are the light emitting ones, preferably formed by a set of LED diodes or in mechanical embodiment, preferably with fold-over lamellas.

The stopper 83 of vehicles for the period of time up to the lowering of the barriers is formed preferably by commanding signaling 323 that is formed by tricolor traffic lights 204 or by alternately blinking traffic lights 34 that are activated at the moment of starting of the warning signaling of the safeguarding device of the railroad crossing for stopping of vehicles, and preferably deactivated during lowering of barriers 2. Preferably, the traffic lights are activated during the warning ringing. On the pole of the stopper 83 of vehicles, there is placed preferably a video camera 226 recording vehicles passing on red light.

The retarder 84 of vehicles exceeding the speed limit is formed preferably by tricolor traffic lights 204 and is activated during the period of time when such vehicle exceeds the highest allowed speed prescribed by the traffic sign 155 that changes the highest allowed speed, or in case, the sign is not activated, the speed permitted by traffic rules or the speed permitted by another previous traffic sign. Preferably, the retarder 84 is also activated when the warning signaling of the railroad crossing is active, and preferably deactivated during lowering of barriers 2.

Preferably, in front of the stopper 83 of vehicles for the period of time up to the lowering of the barriers a slow down section 118 is placed, which is provided preferably with a traffic sign 155 modifying the highest allowed speed or with more such traffic signs 155 modifying the highest allowed speed, preferably with two of them, for example with a 30 km/h and a 15 km/h signs. This traffic sign 155, modifying the highest allowed speed, or their combination, ensures deceleration of vehicles to such speed that the vehicles that are situated in front of this traffic sign in the period of time from the beginning of the warning signaling by warning lights 106 on the railroad crossing up to the lowering of barriers, that is preferably during the warning ringing of the safeguarding device of the railroad crossing, cannot enter the railroad crossing in front of lowering of barriers 2, and this is secured preferably by activating the traffic sign 155 modifying the highest allowed speed at the beginning of the ringing of the railway system 1 of the railroad crossing or at the moment of switching on of warning signaling by warning lights 106 of the railroad crossing, and preferably they are switched off at the end of ringing of the railway system 1 of the railroad crossing, that is during lowering of the barriers 2.

Distance of the traffic sips 155 modifying the maximum allowed speed, as well as the top speed they allow, are set preferably according to the ringing period of time up to lowering of the barriers, so that the vehicles that move at the time of activation of the traffic signs 155, modifying the maximum allowed speed and that move with the highest speed they allow, reach the barriers only after the barriers have been lowered. So for example, the first traffic sign 155 modifying the highest allowed speed, preferably to 30 km/h is placed advantageously e. g. at the distance 350 m from the railway system 1 of the railroad crossing, for the initial slowdown of vehicles from the speed at that they approach. The second traffic sign 155, modifying the highest allowed speed for final slowdown, preferably to 15 km/h, is placed preferably at the distance 240 m from the railway system 1 of the railroad crossing. The distance of the second traffic sign 155 modifying the highest allowed speed from the railway system 1 of the railroad crossing, and the value of the highest allowed speed of this traffic sign 155 modifying the highest allowed speed is determined by calculation considering the time from the beginning of the warning ringing to the lowering of barriers, which is usually 30 s to 45 s, so that a vehicle moving with this highest allowed speed given by the traffic sign 155 modifying the highest allowed speed arrives at the barriers only after the barriers have lowered, and the vehicles driving with non-decreased speed have arrived to the barriers within sufficiently longer time, minimally 10 s, before their lowering, so that in case of illegal entry of the railroad crossing, when the warning signaling is in operation, they can cross it without any difficulty. That is for example the driving time, within which the vehicle driving 50 km/h will drive the distance 240 m is approximately 17 s. A vehicle driving with this non-decreased speed would drive this distance from the second traffic sign 155 modifying the highest allowed speed in a shorter time than what is the time from the beginning of the warning ringing to the lowering of barriers 2, that is e. g. 30 s, and if the vehicle would be 240 m from the railroad crossing at the moment when the warning ringing started, it would arrive to it 13 s before their lowering, that is in case of an illegal entry on the railroad crossing there would be enough time for crossing it securely before lowering of the barriers. On the other side, the driving time, within which a vehicle driving at the lowered speed 15 km/h takes the distance 240 m is about 58 s. A vehicle driving at this lowered speed and being in the above-mentioned distance from the railroad crossing at the moment when the warning ringing started would, therefore, arrive at the railroad crossing when the barriers 2 have been already lowered.

Preferably, the device for securing of the railroad crossing is provided with traffic sign 85 “Light Signals”, preferably highlighted by light emitting with the help of LED diodes. More of such traffic signs 85 “Light Signals” may be installed one after the other, for example two, wherein they are placed on poles of the traffic signs 155 modifying the maximum allowed speed. The LED diodes of the traffic signs 85 “Light Signals” are switched on preferably at the beginning of the railroad crossing signaling, and preferably they are switched off after lowering of the, barriers 2, that is preferably they are activated during the ringing period of time.

Preferably, the device for securing of the railroad crossing is provided with a switchable light emitting traffic sign 120 “End of all Restrictions”, preferably light emitting or mechanical with lamellas and preferably placed on a pole at the traffic sign 85 “Light Signals”, preferably at the distance 80 m and 160 m from the railway system I of the railroad crossing. The light emitting traffic sign 120 “End of All Restrictions” is activated at lowering of barriers and allows to vehicles to drive up to the lowered barriers with non-lowered speed. The device for securing of the railroad crossing comprises preferably a voice unit 24 placed preferably on a pole at the stopper 83 of vehicles, that is at the distance of about 80 m from the railroad crossing, wherein preferably the voice unit 24 announces during the time up to lowering of the barriers a text, e. g. “Stop Here, Video Camera on Red!”. Preferably, the system of a signaling device comprises also a second voice unit 24, preferably situated 80 m in front of the first voice unit 24. Preferably, the voice units 24 are switched off when the vehicle presence sensor 71 detects that the vehicle stopped in front of the first commanding signalization 323.

In the vicinity of the railroad crossing, preferably on a pole, a dummy video camera 117 and preferably also an acoustic sensor 213 are placed that serve for detection of the warning ringing of the safeguarding device of the railroad crossing and which comprises preferably a directional microphone 74. On this pole is placed preferably also the traffic sign 91 “End of Speed Check” and an all directional transmitter 79 for transmitting of the signal for minimally one of the signs: the traffic sign 85 “Light Signals”, stopper 83 of vehicles during the time up to the lowering of harriers. The signal transmitted by an all-directional transmitter 79 are received by receivers 80 that are preferably placed on poles of the above mentioned elements, the state of which is controlled by this signal. On the first pole of the dummy video camera 117 there is placed preferably also the traffic sign 90 “Speed Check”.

The system of a signaling device for stopping of vehicles in front of a railway system 1 of the railroad crossing preferably comprises signaling lights 81 on the roadway for timely warning about an activated warning signaling of the railway stopper 84 of vehicles exceeding the speed limit.

The fourth safety measure preferably consists in making more apparent of the stopper 83 of vehicles during the time up to lowering of barriers by a light emitting board 201, preferably provided with an inscription “STOP”, and preferably with a time counter 200.

The fifth safety measure consists preferably in highlighting of the stopper 83 of vehicles during the time up to lowering of the barriers by a voice unit 24. All above-mentioned safety measures are effective independently or in selectable groupings to provide safety of the railroad crossing.

FIG. 8, detail 1, shows a block diagram of an acoustic sensor 213, which detects sound signaling of the railroad crossings and which is solved preferably by means of a directional microphone 74, which is placed preferably in the focus 75 of a parabola directed to the railroad signaling device, and preferably this acoustic sensor 213 is a tuned one. That means that characteristics of the microphone and its sensitivity in cooperation with the evaluation circuits are set to the characteristic ones and with regard to energy maximally represented frequencies that exist in the sound signal of the railway emergency ringing of the railroad crossing, and this preferably for any railroad crossing individually.

By this, it is reached that the detector reacts only to this audio signal. The tuning is carried out after instruction given by operator automatically, and this by means of a microprocessor, which in the respective operation mode evaluates the sound signal of the given railway warning of the alarming signaling device and sets characteristics of the evaluation circuits. The evaluation of sounds is carried out on the basis of the Fourier's method of development in series of the signal to individual components, and their individual components and their contents are compared with those of a sample, to which the acoustic sensor is tuned, In case of a sufficient compliance the sensor sets its input signal to a state having the meaning that detection of the warning audio signal of the railroad safeguarding device of the railroad crossing has started and there will be another signaling according to the present disclosure that ensures increased safety at the railroad crossing. The railroad audio signals comprise at least one, but mostly two dominant frequencies, hut there may be more of such frequencies. On the near side of the railroad crossing are heard also sounds of the audible warning device that is placed on the far side of the railroad crossing for the opposite direction. This allows tuning of the acoustic sensor 213 only on the near side or on both sides, what further increases safety of the railroad crossing, because there is another signaling on both sides also in case of a failure on the railroad device on one side. The directional microphone 74 monitoring the railroad acoustic warning signal of the railroad crossing is directed to the railroad crossing and is placed in the parabola 75, and the signal from it is transferred to the entry of the amplifier 76, preferably a differential one, and further it is converted to digital signal in an A/D converter 77. This signal is evaluated in a microprocessor 78 and it is compared with the recorded sample that is characteristic for the railroad crossing in question. In case of compliance the signal at the respective output of the microprocessor has a value expressing this compliance preferably when the output signal of this microprocessor can with the meaning “1” preferably after deterioration, preferably existing for an adjustable time of receiving of the tuned signal after an adjustable period of time after starting of the audible signalization. This signal is used for activation of further devices, and this via wire or wirelessly by means of an omnidirectional transmitter 79 so that the signal can be used by all devices of the securing of a railroad crossing that are provided with a receiver 80. Alternatively, the transmitter 79 is adapted for duplex communication with a receiver 80, which is also adapted for duplex traffic via mobile network, preferably via local WiFi 87 network. This allows collecting of information on states of devices from state reporting units 88 of the crossing state. Preferably, they are registered in memory at the microprocessors 78 and/or, preferably, they are sent via remote network 89, preferably some network of a mobile operator to the server 21 of the control center of the railway traffic control, and from there preferably to the selected participants 22. Preferably, the device preferably comprises safety sensors protecting the device against theft from the industrial video camera 10 that are transferred from the surveillance panel, which may preferably address by voice the eventual thief at the time of this activity and deter it by means of the voice unit 24.

FIG. 9 shows another example of an embodiment of a signaling device 125 for stopping of vehicles, which is situated at or in a elective distance in front of the system 1 of the railroad crossing with forwardly placed stopper 1010 with a barrier. Preferably, the stopper 1010 is formed by a barrier 330, which is placed as forwardly placed, if seen in the driving direction, in the place of the traffic lights 103 or behind them, preferably it is formed by commanding signaling 323, which is formed preferably by alternately blinking traffic lights 34 or by bicolor traffic lights 205, or by tricolor 204 traffic lights. The barrier 330 is lowered, preferably with an adjustable delay after the start-up of signaling by the traffic lights 103 that are activated by the detecting unit 73 of the railroad crossing at the beginning of the warning signaling system 1 of the railroad crossing, and preferably the barrier 330 is lifted during lowering of the barriers 2, or at the end of the warning produced by the warning signaling system 1 of the railroad crossing, in particular in case the system 1 does not comprise barriers. To increase efficiency of the stopper 1010 with a forwardly placed barrier 330, preferably also a barrier 331 in the opposite direction that prevents driving of vehicle around the lowered half-barrier 330 by entering the opposite direction lane is installed. Preferably the barriers 330, 331 are lowered and lifted simultaneously. Preferably, the barrier 331 is provided with a sensor 332 of vehicles in the opposite direction, so that when the sensor 332 detects eventually a vehicle in the opposite direction, preferably the barrier is kept lifted during the whole period of time necessary for its passage, so that in the direction from the system 1 no tailbacks are formed, which tailbacks could eventually reach up to the system 1. They are lowered as soon as possible to prevent that vehicles passing to the system 1 of the railroad crossing cannot drive around the barrier 330. Alternatively, the driving of a vehicle around the barrier 330 by driving in the opposite direction lane, and preferably overtaking of vehicles driving in the opposite direction is prevented by installation of obstructions 333. This obstruction separates parts of the roadway that are used in one and in the opposite directions, and preferably completes or substitutes the continuous uninterrupted. line preventing overtaking, which line is used preferably in the roadway center. Preferably, it is formed by mechanical obstruction 126 preventing driving into the traffic lane of the opposite direction, preferably formed by cones or cylinders, or by a traffic island, or by crash barriers, or by a protrusion above roadway center. Preferably, in front of the stopper 1010 with a barrier there is placed another stopper 83 from the point of view of the approaching vehicle, which another stopper is formed preferably by traffic lights 103, preferably by tricolor traffic lights 204 that are activated preferably at the start up of the warning signaling of the system 1 of the railroad crossing, preferably simultaneously with the stopper 1010 with a barrier, which is formed preferably by alternately blinking traffic lights 34 and the barriers 330. The barriers 330 that are forwardly placed and preferably the barriers 331 in the opposite direction are lowered preferably with a delay from activation of the stopper 83 what allows passage of vehicles that did not manage to stop at the beginning of signaling by traffic lights 103 or that were in the space between the stoppers 1010 and 83. Preferably, the barriers 330, 331 are lowered only when the vehicle, that passed the red of the forwardly placed stopper 83, was detected by the detector 136 of passing on red at the railroad crossing, which activates lowering of barriers 330, preferably immediately during passing. Preferably, the lowering of barriers 330 is activated with a delay from the activation traffic lights 103 of the stopper 83, so that the vehicle, which is between stopper 83 and the stopper 1010, can pass. Thereafter, preferably the barrier 330 is activated immediately after detection of a vehicle by detector 136.

The above-mentioned signaling devices 125 for stopping of vehicles in front of the railroad crossing are applicable for the system 1 of the railroad crossing provided with barriers 2 or without them.

The system of signaling device for stopping of vehicles in front of the railroad crossing 125 is provided only with a stopper 83 of vehicles or only with a stopper 1010 with a barrier or with both stoppers.

Preferably, the barrier 331 is completed by traffic lights 103 oriented in the direction to vehicles approaching from the system 1 of the railroad crossing, which is activated preferably simultaneously with the traffic lights 103 at the barrier 330.

FIG. 9, detail 1, shows a barrier 330, which is partially lowered, preferably up to the angle 30°, what is the warning position, into which it is lowered at the beginning, particularly in case, when the mechanical obstructions are not used 126, to avoid collisions of vehicles mainly with those coming from the opposite direction, that overtake illegally. The LED strips 128, which are placed on barrier arm, preferably signal in advance to vehicles approaching from the opposite direction by blinking light lowering a/or rising of barriers and preferably by steady light of barriers in idle status in the lowered and/or the lifted positions, preferably by red light. The warning position informs drivers that after a short period of time the barrier will be lowered further and so they can stop on time. The angle of the warning position is selected so that the vehicle can drive about the barrier 330 without any accident, if it does not manage to stop.

FIG. 10 shows a signaling device 125 for stopping of vehicles in front of the railroad crossing shown in. FIG. 9 supplemented by a slow-down section 118, preferably formed by a traffic sign 155 modifying the highest allowed speed, Further, the route comprises at least one of the following: a forwardly placed vehicle stopper 83, a stopper 1010 with a barrier, a detecting unit 73 of the state of the railroad crossing, a detector 136 of passing on red, an obstruction 333 of getting into the opposite direction or their combination.

The stopper 83 is formed by traffic lights 103, that are formed by at least one of the following: alternately blinking traffic lights 34, tricolor traffic lights 204, bicolor traffic lights 205. Stopper 1010 with a barrier, which is placed preferably behind the stopper 83 of vehicles is formed preferably by a barrier 330 forwardly placed and/or traffic lights 103 that is formed by at least one of the following: alternately blinking traffic lights 34, tricolor traffic lights 204, bicolor traffic lights 205, forwardly placed barrier 330, a barrier 331 in the opposite direction. In front of the first stopper 83, preferably the slow down section 118 is placed, preferably formed by forwardly placed traffic sign 155 modifying the highest allowed speed. This section 118 slows the vehicle down to such speed that it can stop safely in front of the first stopper 83, preferably it is activated simultaneously with the stopper 83.

Preferably, the second slow down section 364 the second is formed by traffic sign 155 modifying the highest allowed speed to a lower speed then at the slow down section 118, for example to 30 km/h, for example to 20 km/h, which is placed behind the first stopper 83. It ensures deceleration of vehicles to a lower speed so that the vehicles can stop safely in front of the stopper 1010 with a barrier. Alternatively, when only one stopper 83 is used, preferably the traffic sign 155 modifying the highest allowed speed, in FIG. 10 shown by dashed lines, is placed in front of the stopper 1010 with a barrier. The traffic signs 155 modifying the highest allowed speed are activated preferably simultaneously with the stoppers 83, that is in the beginning of the warning signalization of the railway system 1 of the railroad crossing, and preferably they are switched off after the end of the warning signaling of the railway system 1 of the railroad crossing without barriers 2, or in case of a railroad crossing provided with barriers 2 after they are lowered.

Distance of the traffic signs 155 modifying the maximum allowed speed, is set preferably according to the time of starting the ringing up to lowering of the barriers so that the vehicles that move at the time of activation of the traffic signs 155 modifying the maximum allowed speed and that move with the highest speed they allow, reach the barriers 2 or the barriers 330 that are forwardly placed, when they are used, up to the time they have been lowered.

The first forwardly placed stopper 83 and the first traffic sign 155, modifying the highest allowed speed, are activated preferably at the start-up of the warning railroad crossing signaling. The traffic lights 103 of the forwardly placed stopper 1010 with a barrier for vehicles is activated preferably simultaneously with the first stopper 83, preferably with an adjustable delay of the lowering of the barrier 330 that is forwardly placed and that is lowered preferably only in case that the detector 136 detected a vehicle that passed the red of the first stopper 83, preferably so that the vehicle can stop safely before they have been lowered. lowering of the barrier is activated preferably with an adjustable delay from the activation of traffic lights 103 of the stopper 83 so that vehicles that do not manage to stop on red or are in the space between the stopper 83 and the barrier 330 can pass under the lifted barrier. After this delay of activation of lowering the barrier 330 in case of detection of a vehicle driving on red, it is lowered immediately. Alternatively, the forwardly placed barrier 330 is always lowered if the signaling device 125 is activated, but preferably with an adjustable delay from activation of the stopper 83, with activation of the lowering so as in case of lowering in case of passing on red at the railroad crossing.

Preferably, the forwardly placed signaling device 125 is activated in advance before the startup of the warning signaling of the system 1 of the railroad crossing, so that the vehicles that are present in the space between the system 1 of the railroad crossing and the forwardly placed signaling device 125 in the time period from the starting of the signaling device 125 to the starting of the warning signaling of the system 1 and/or up to lowering of the barriers 2 can leave this space. In this case, the on time signal about the approaching train is passed by the system 1 of the railroad crossing to the detecting unit 73 of the railroad crossing state and/or preferably by means of their direct connection before the activation of the warning signaling of the system 1 of the railroad crossing.

The above-mentioned signaling devices 125 for stopping of vehicles in front of the railroad crossing are suitable for the system I of the railroad crossing provided with barriers 2 or for the one without them.

FIG. 11 shows a secure embodiment of the forwardly placed barrier 330 allowing to turn it in the driving direction of the vehicles in case of a collision into the forwardly placed barrier 330.

The forwardly placed barrier 330 is placed on the barrier stand 46 and it can turn horizontally, preferably on a joint 47 for turning of the barrier. In case of an impact, caused for example by an approaching vehicle, into the forwardly placed barrier 330 this barrier turns into the direction of travel of the vehicle. Returning of the forwardly placed barrier 330 into the initial position is provided preferably by means of the barrier mechanism 51, which mechanism comprises a spring preferably, which spring is stretched when the barrier is turned and returns the barrier into the initial position. Securing of the ultimate position when the barrier is turned, for example because of the security reasons with regard to walkers walking along the roadway, preferably at an angle 90° from the initial position, what corresponds to the direction which is parallel to the roadway, is provided by a barrier stop 53. Lifting of the barrier 330 is provided by a motor on a joint 68 for lifting of the barrier.

Detail 1 of FIG. 11 shows another safe embodiment of the forwardly placed barrier 330 allowing to turn it into the direction of the approaching vehicles in case of a collision into the forwardly placed barrier 330. This is a preferable embodiment with a rotary barrier head 52, which head is placed on the barrier stand 46, holds the forwardly placed barrier 330 and can turn it. In this case, returning of the barrier 330 into the initial position is provided preferably by an electric motor. Lifting of the barrier 330 is provided by a motor on a joint 68 for lifting of the barrier. Securing of the ultimate position when the barrier is turned, for example because of the security reasons with regard to walkers walking along the roadway, preferably at an angle 90° from the initial position, is provided by the barrier stop.

FIG. 12 shows another secure embodiment of the forwardly placed barrier 330 allowing to turn it into the direction of the approaching vehicles in case of a collision into the forwardly placed barrier 330. This reduces the impact of the vehicle, or of another object into the forwardly placed barrier 330. The forwardly placed barrier 330 is placed on the barrier stand 46, which can turn, preferably a bolt 93 used for turning of the barrier stand, what is a threaded rod with a steep pitch anchored to the roadway, or near to it. This steep pitch of the bolt 93 thread for turning of the barrier stand 46 provides for returning of the barrier 330 back into the initial position by the force of gravitation. In case of an impact, caused for example by an approaching vehicle into the forwardly placed barrier 330 this barrier turns into the direction of an approaching vehicle.

Securing of the ultimate position when the barrier is turned, for example because of the security reasons with regard to walkers walking along the roadway, preferably at an angle 90° from the initial position, what corresponds to the direction which is parallel to the roadway, provides also in this case the barrier stop, preferably with a damper 66 of the barrier stop and preferably with arrestment 67 of the barrier arm.

FIG. 13 shows another secure embodiment of the forwardly placed barrier 330 allowing to turn it in the driving direction of the vehicles and simultaneously in the upward direction in case of a collision into the forwardly placed barrier 330. This reduces the impact of the vehicle, or of another object into the forwardly placed barrier 330. The forwardly placed barrier 330 is placed on a supporting, vertically anchored, dome shaped barrier stand 46, which comprises mechanical and electronic equipment for its control. Barrier stand 46 is provided with a guiding opening 57 of the barrier arm, which is in the shape of a part of a helix and allows its turning away in case of an impact, caused for example by an approaching vehicle colliding into it in the direction of travel of the vehicle and simultaneously in the upward direction. Return of the barrier 330 downwards into the initial position occurs automatically due to the gravitational force given by the weight of the barrier. Securing of the ultimate position, when the barrier is turned, for example because of the security reasons with regard to walkers walking along the roadway, preferably at an angle 90° from the initial position, what corresponds to the direction which is parallel to the roadway, provides also in this case the barrier stop, preferably with the barrier stop damper 66, and preferably with arrestment 67 of the barrier arm. In case of a weaker impact of the vehicle into the barrier arm 65, when complete opening of the barrier arm 65 into the vertical position would not be reached, activation of the electromechanical drive by a shock sensor or a position sensor would take place with adjustable sensitivity of the scanning, which sensors would be placed in the barrier stand 46. Subsequently, the electro-mechanical drive ensures that the barrier runs down in the whole length of the guiding opening 57 up to the open vertical position 90° copying the axis “Z”. Reverse lowering of the barrier arm 65 into the initial position is provided again by the electro-mechanical drive, which is placed in the barrier stand 46, and which is switched locally, remotely, or by a time relay.

The standard lifting of the barrier 330 upwards that is not the one existing in case of a collision, is provided with an electro-mechanical drive. Both the opening and the reverse closing of the barrier arm 65 are provided by an electro-mechanical drive, which drive is placed in the barrier stand 46 and is switched locally, remotely, or by a time relay.

FIG. 14 shows a combination of a rotatable barrier stand 46 with a guiding rail, which in case of a vehicle collision with the forwardly placed barrier 330 allows the barrier 330 to turn away in the direction of travel of the vehicle and upwards simultaneously. The barrier stand 46 is rotatable horizontally on a bolt for turning of the barrier stand 93, vertically fixed with a bolt in the base 99 of the barrier stand, which is fixed to the ground, e. g. on a sidewalk, around which the barrier stand 46 is rotating.

The lowered barrier bears on the lowest part of the rail, preferably in the “V” shape, which ensures the barrier position. Pressure of vehicle impacting the barrier moves the barrier horizontally in the direction of travel, wherein the barrier 330 is guided by guiding rail 96 of the battier arm upwards.

The guiding bar 96 of the barrier arm is fixed to the base of the barrier stand 46 by retaining posts 97. The barrier movement 330 along the guiding rail 96 of the barrier arm is limited preferably by a barrier stop 53 with damper 66 of the barrier stop against impact of the guiding rail 96 of the barrier arm.

FIG. 14, detail 1, shows turning of the barrier 330 together with the barrier stand 46 after an impact up to the angle 45°.

FIG. 14, detail 2, shows turning of the barrier 330 with the barrier stand 46 after an impact up to the angle 90°.

FIG. 14, detail 3, shows internal mechanism of the barrier stand 46, where the barrier arm 65 is rotary vertically on the barrier bearing 98, which is attracted on the shorter barrier arm 65 by means of the attraction element, preferably solved by a disc-shaped element, preferably driven by a gear wheel, which gear wheel is driven by an electric motor. Thereby, the longer barrier arm 65 is lifted. The mechanism of the barrier stand 46 allows lifting of the barrier 330 also by the pressure of a moving vehicle, when the attracting element is released.

FIG. 15 shows an embodiment of the forwardly placed signaling device 125 for stopping of vehicles in front of the railroad crossing in case, that there is a turn in the immediate vicinity of the railroad crossing, which prevents drivers from looking directly at the railroad crossing with activated sigialing. An obstruction which prevents drivers from looking directly at the railroad crossing warning signaling is shown illustratively in FIG. 12 by trees in the vicinity of the railroad crossing. In this case a stopper is installed in front of the turn 83, which is formed preferably by traffic lights 103 that signal by red signaling light identically with the warning signaling of the railroad crossing, and this allows so to drivers to see its state. Preferably, a stopper 1010 with a barrier is placed behind this stopper 83, preferably with a forwardly placed barrier 330, and with traffic lights 103, preferably in front of the turn, which prevents vehicles from driving up to the railroad crossing in the time of the warning signaling. At the railroad crossings with barriers, the stoppers 83 1010 are active preferably only up to lowering of barriers, and so they prevent illegal passing of it on red. Preferably, the forwardly placed traffic sign 155 modifying the highest allowed speed, that slows down the vehicle so that it can stop safely in front of the first stopper 83, or the second stopper 1010 with a bather is also used.

FIG. 16 shows an embodiment of the forwardly placed signaling device 125 for stopping of vehicles in case that on the access road is an intersection placed in the immediate vicinity of the railroad crossing.

This intersection is controlled by traffic lights 103, preferably by tricolor traffic lights 204, but only in the time of operation of the warning signaling at the railroad crossing, or continuously. At a railroad crossing with barriers 2 it operates so that vehicles are prevented from arrival to the railroad crossing either during the whole time of the warning signaling or preferably up to lowering of the barriers 2. At the railroad crossing without barriers such intersection is controlled so that vehicles are prevented to cross the railroad crossing during the whole period of time when the warning signaling is in operation. If there are more traffic lanes on the access road at the railroad crossing, then the intersection is controlled so that vehicles driving in the traffic lane directing to the railroad crossing are stopped in the time of the warning signaling at the railroad crossing by traffic lights 103, preferably by tricolor traffic lights 204, and they cannot drive to the railroad crossing, and the vehicles driving in traffic lanes that do not point to the railroad crossing are not stopped in this way and the vehicles can continue in drive in a direction not pointing to the railroad crossing.

This arrangement is suitable both for railroad crossings with barriers and for those without barriers.

FIG. 17 shows an embodiment of the mechanical obstruction 126 preventing driving into the traffic lane of the opposite direction, which is a part of the forwardly placed signaling device 125 for stopping of vehicles in front of the railroad crossing and serves for preventing of crashes of vehicles, mainly with those coming from the opposite direction, that overtake illegally in the opposite direction lane, with vehicles driving in this opposite direction. Such mechanical obstruction 126 may be formed by cones or cylinders, or by a traffic island, or by crash barriers, or by a protrusion above the central line. In the embodiment according to FIG. 17, this mechanical obstruction 126 is formed by bollards 378 of cylindrical shape that are made preferably of elastic material with shape memory, preferably of rubber or of plastic, what allows their recovery to the initial shape after deformation caused by the load, for example by the vehicle that crossed it. The mechanical obstruction 126 stands on a base 101 of the mechanical obstruction, to which it is fastened using a spring element 104 of the mechanical obstruction, preferably formed by a spring, or a rod made of elastic material. Preferably, the base 101 of the mechanical obstruction is provided with stops 114 of the mechanical obstruction that prevent its undesired movement, for example of that caused by wind.

The mechanical obstruction 126 is anchored to the ground, mostly to the roadway, preferably by means of bolts or screws.

FIG. 17, detail 1, shows an inclination of the mechanical obstruction 126 preventing driving into the traffic lane of the opposite direction, caused for example by pressure exerted by a vehicle that crashed into the Obstruction. This can cause stretching of the flexible element 104 of the mechanical obstruction that returns it back into the initial position after release of pressure that inclined the mechanical obstruction 126.

FIG. 17, detail 2, shows inclination of the mechanical obstruction 126 preventing driving into the traffic lane of the opposite direction, caused for example by pressure exerted by a vehicle that crashed into the obstruction accompanied by deformation of the mechanical obstruction 126 that can be caused for example by weight of the vehicle wheel that crashed into the obstruction, The embodiment of the mechanical obstruction 126 made of elastic material with shape memory allows its recovery to the initial shape after pressure release, which deformed the mechanical obstruction 126, for example pf the pressure caused by weight of the vehicle that moved across it.

FIG. 18 shows an embodiment of barriers 2 of the railroad crossing, preferably provided with an obstruction 333 preventing overtaking, preferably formed by a mechanical obstruction 126 to prevent driving of vehicles into the opposite direction. The barriers 2 of the railroad crossing are placed on both sides of the railroad crossing only in traffic lanes directing to the railroad crossing. In the outbound traffic lanes directing away from the railroad crossing the barriers 2 are not installed. Driving of vehicles into the opposite direction prevents an obstruction 333, which is formed preferably by mechanical obstruction 126, preferably formed by cones or cylinders or by a traffic island or by crash barriers, or by a protrusion above the central line. Preferably, the obstructions 333 are installed in the middle of the roadway from the place of the barrier 2 of the railroad crossing up to a determined distance from the barrier 2, which distance is such that vehicles cannot drive around the barriers 2 enter the opposite driving direction along the line 1004.

This distance may be for example up to 500 m. The above-mentioned embodiment of the barriers 2 only across a half of the roadway with an obstruction 333 exhibits a number of advantages in comparison to two barriers for both traffic lanes on both sides of the railroad crossing. Particularly, it is more safe, because there is no danger of a vehicle being stuck in space between the barriers 2, as it is in case of using barriers 2 for both sides of the roadway, when the vehicle does not manage to leave this space before lowering of barriers 2 on the exit side of the railroad crossing. Furthermore, this embodiment is associated with lower financial costs than in case of the installation of barriers for both sides of the roadway, that is in the lane in the direction to the railroad crossing and in the lane of the opposite direction. Preferably, in front of the barriers 2, a signaling device 125 to increase safety of the railroad crossing is placed. In this case, preferably, an obstruction 333 is applied from the barrier 2 exceeding behind the barrier 330 of the signaling device 125.

FIG. 19 shows a system 1 of railroad crossing without any barriers provided with a traffic sip 377 for railroad crossing, preferably formed by the traffic sip 207 Warning Cross for railroad crossing and selectively it is also provided by warning signaling 371, preferably formed by signal 206 of two flashing lights placed side by side, and this system 1 is completed by a barrier 1011 across the traffic lane or lanes leading to a system 1 of the railroad crossing, placed in the system 1, preferably completed by the obstruction 333, preferably by mechanical obstruction 126 preventing bypassing of the barriers 1011, preferably entering into one half of the roadway.

Preferably, the arrival and departure of a railway train is detected by means of a detector 219 of the railway train, which is preferably placed in the direction to the approaching train in front and behind system 1 of the railroad crossing at a selected distance, which is sufficient for on-time detection of an approaching and a departing trains. The detector 219 of the railway train communicates with the controlling unit 372 of the railroad crossing, and preferably this unit controls lowering of the barriers 1011, and preferably the alarming signaling 371, which is placed in the system 1. Preferably, the control unit 372 passes information to the detecting unit 73 about the approaching and departing train, which information is processed further for controlling of lowering of barriers 1011 in case they are placed in front of the system 1 and/or of the alarming signaling 371 placed in front of the system 1 and/or of a signaling device 125 with a stopper 83 and/or of retarders 84 of vehicles in front of the railroad crossing that are placed in front of the system 1 in a selectable distance to the railroad crossing. Preferably, the barrier 1011 is placed near to the system, 1, at the distance from 0 to 10 m, or at a moderate distance, at the distance >10 In to 20 m, or at larger distance >20 m to 100 m, or remotely, at distance >100 m to 500 m. FIG. 19 shows by full lines placement a barrier 1011 in the system 1, and by dashed lines in front of the system 1 of the railroad crossing. Preferably, the barrier 1011 is incorporated in the stopper 1012, preferably provided with traffic lights 103. The forwardly placed barrier 330 is optional and may not be used, particularly when a barrier 1011 is used. Preferably, on the roadway in front of the railroad crossing may be placed more stoppers 83, or slowdown sections 118 for slowdown, or stopping of vehicles in front of the system 1 of the railroad crossing for vehicle traffic control. Preferably, the retarders 84 of vehicles are formed by a traffic sign 155 modifying the highest allowed speed. During installing of the barriers 1011 advantageously, a vehicle stopper 83 is installed, which is formed preferably by traffic lights 103 and the barriers 330, which is placed preferably forwardly to the stopper 1012 with a barrier 1011. In case, the system 1 already comprises light emitting warning signaling 371 controlled by system 1, lowering of barriers 1011 is controlled preferably by means of a detecting unit 73 monitoring the warning signaling 371 or the barrier 1011 is controlled by a signal releasing the warning signaling 371.

Preferably, the barriers 330 are forwardly placed and/or the barriers 1011 are placed on both sides of the railroad crossing, only in traffic lanes directing to the railroad crossing and in the outbound traffic lanes directing from the railroad crossing there are no barriers 1011, and the barriers 330 that are forwardly placed are installed similarly as it is described for the barriers 2 in the description of FIGS. 10 and 18.

The described embodiment of the stopper 1012 and/or of a signaling device 125 for stopping of vehicles in front of the system 1 of the railroad crossing may be used for the system 1 of the railroad crossing without barriers, which is provided with light emitting warning signaling 371 in use of barriers 1011 placed in the system 1 of the railroad crossing or in front of it, and it is also usable for the system 1 without barriers, only with a warning cross when the stopper 1012 provided with barriers 1011 is used in warning signaling 371, when preferably signals from detectors 219 are brought directly to the detecting unit 73 placed in the space of the system 1 of the railroad crossing or in the space of a sigialing device 125 shown by dashed lines, or they are brought to the control unit 372, and from there to the detecting unit 73 and/or to the stopper 1012.

FIG. 20 shows a preferable embodiment when for detection of the vehicles is used a detector 136 of passing on red at the railroad crossing, preferably formed by at least one of the following: by a laser sensor or by a movement sensor or by a video camera or by a radar sensor preferably placed at a height above the passing vehicles on a pole 373 of the detector. This placement eliminates a case when detection of vehicles, in case of placement of this sensor at the level of vehicles, prevents an obstacle, for example a walker, or when a fault is caused by detection of vehicles moving in the opposite direction. Preferably, this detector 136 is placed on arm 374, preferably in the middle of the lane, used for passing of vehicles in the direction to a railroad crossing, as it is shown by dashed lines, or at a side of this lane on a holder 375 on a pole 373, as it is shown by full lines.

The detector 136 detects vehicles approaching the railroad crossing. Their detection influences lowering of the forwardly placed barrier 330 and/or of the barrier 331 in the opposite direction that are lowered preferably when a vehicle has been detected, that illegally passed when “STOP!” is signaled, preferably by the red light of the traffic lights 103 of the stopper 83 of vehicles. Activation of lowering of the barriers is made preferably after an adjustable delay since the beginning of signaling “STOP!” preferably by red light of the stopper 83 of vehicles, to allow still passage of vehicles moving between the stoppers 83 and 1010 or passing on the amber light or on transfer from amber to red at the time of the signaling startup.

INDUSTRIAL USE

Application of the safeguarding device for railroad crossings on all railroad crossings would increase safety and therefor prevent damages of property, losses of lives and there is a great potential of industrial production of such devices. 

1. A device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation, characterized in that said signaling device (125) for stopping of vehicles in front of a railroad crossing comprises a stopper (1010) with a barrier, which is placed in front of said system (1) of the railroad crossing and said stopper (1010) with a barrier is provided with a forwardly placed barrier (330) stopping vehicles in the traffic lane/lanes of the roadway directing to said system (1) of the railroad crossing, and said stopper (1010) is activated by said system (1) during the time when the warning signaling of said system (1), announcing arrival of a railway train, for stopping of vehicles in front of said system (1), or said signaling device (125) in front of a railroad crossing without barriers comprises a stopper (83) of vehicles, which is placed in front of said system (1) of said railroad crossing, and said stopper (83) of vehicles is activated during warning signaling by said system (1) and preferably it is formed by traffic lights (103) or when using said barrier (333) preventing bypassing of said barrier (1011), said barrier (1011) is placed in said system (1) of the railroad crossing without barriers, or in front of it.
 2. The device for securing of a railroad crossing against entry of vehicles when the warning is in operation according to claim 1, characterized in that a stopper (1012) is formed by a barrier (1011), preferably completed by warning signaling (131), preferably formed by at least one of the following: tricolor traffic lights (204), bicolor traffic lights (205), signal (206) of two flashing lights placed side by side.
 3. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that said stopper (1010) with a barrier is further provided with traffic lights (103) activated, preferably together with said barrier (330), at the beginning of the warning signaling of said system (1), and deactivated in case of said system (1) provided with barriers (2) during their lowering or at the end of the warning signaling or in case of said system (1) without barriers (2) at the end of the warning signaling of said system (1).
 4. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that said stopper (1010) with a barrier provided with said barrier (331) in the opposite direction, preferably provided with traffic lights (103), or said forwardly placed bather (330) is prolonged to full width of the roadway.
 5. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that said stopper (1010) with a barrier is activated by said system (1) by means of a detecting unit (73) of the state of the railroad crossing.
 6. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation 1, characterized in that bypassing of said barrier (330) by vehicles approaching said system (1) prevents an obstruction (333), preferably formed by a mechanical obstruction (126).
 7. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that said bather (330) forwardly placed with regard to said signaling device (125) provided by a said obstruction (333) may be situated in said railroad crossing without barriers as a substitution for said barriers.
 8. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that said signaling device (125) comprises said. stopper (83) of vehicles forwardly placed in an optional distance in front of said stopper (1010) with a barrier, preferably formed by traffic lights (103).
 9. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 3, characterized in that said traffic lights (103) are formed by at least one of the following: by alternately blinking traffic lights (34), by bicolor traffic lights (205), by tricolor traffic lights (204).
 10. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 8, characterized in that said stopper (83) is activated simultaneously or in advance with regard to said stopper (1010) with a barrier, and said barrier (330, 331) is activated simultaneously, or with optional delay with regard to the commanding signaling (323).
 11. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 8, characterized in that said barrier (330,331) is activated only in case of passing or with adjusted delay after passing of said vehicle through said stopper (83) set to “STOP”, preferably by red light, preferably detected by a detector (136) of passing on red.
 12. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that to said stopper (1010) with a barrier, preferably with said forwardly placed stopper (83) of vehicles is forwardly placed a slow down section (118), preferably activated simultaneously with said stopper (1010) with a barrier or with said stopper (83).
 13. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that it comprises a forwardly placed barrier (330) in a safety embodiment, when said barrier can be turned into the direction of driving of vehicles in case of their collision with said forwardly placed barrier (330) , wherein said forwardly placed barrier (330) turns horizontally after said collision, preferably in a joint (47) of turning of said barrier or in a head (52) of said barrier or in a bolt (93) for rotation of said stand of said barrier or said forwardly placed barrier (330) a turns upwards after said collision on a stand (46) of said barrier, which stand is provided with a guiding opening (57) of said barrier arm or on a stand (46) of said barrier provided with a guiding rail (96) of said barrier arm.
 14. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that in case of existence of a turn in front of said railroad crossing, or of another obstruction, which prevents drivers of vehicles approaching the railroad crossing from looking at the railroad crossing, said signaling device (125) comprises said stopper (83) and/or said stopper (1010), wherein said stopper (83) signals to drivers in accordance with said warning signaling of said railroad crossing, preferably by red signaling light already in front of turn or other obstruction of view to said railroad crossing to secure their timely stopping.
 15. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that in case of an intersection situated in front of the railroad crossing said signaling device (125) comprises traffic lights (103), preferably tricolor traffic lights (204) that signal to prevent drivers from entry of vehicles into said railroad crossing during the whole period of time when the warning signaling is in operation or up to the lowering of barriers, wherein if there are more traffic lanes on the access road at the railroad crossing, said intersection is controlled preferably so that the vehicles driving in the traffic lane directing to the railroad crossing are byla in the time period of operation of the warning signaling of the railroad crossing stopped and cannot drive to the railroad crossing, and the vehicles driving in the traffic lanes that do not direct to the railroad crossing are not stopped in this way and can continue in driving in a direction off said railroad crossing.
 16. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that it comprises said obstruction (333), preferably formed by a mechanical obstruction (126) preventing driving into the traffic lane of the opposite direction, preferably formed by cones or cylinders, or by a traffic island, or by crash bathers, or by a protrusion above the central line, wherein especially advantageous is a mechanical obstruction (126) formed by bollards of cylindrical shape, which bollards deflect by vehicle impact or vehicle crossing over and then they return into their initial position.
 17. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that the roadway in front of the railroad crossing comprises more of said stoppers (83) and/or of stoppers (1010) and/or of slow down sections (118) for stopping or slowing down of vehicles in front of said system (1) of the railroad crossing for vehicle traffic control.
 18. The device for securing of a railroad crossing against entry of vehicles when the warning signaling is in operation according to claim 1, characterized in that it comprises said detector (136) of passing on red for activation of said forwardly placed bather (330) and/or of a barrier (331) in the opposite direction, wherein said detector (136) of passing on red is preferably formed by a laser sensor, or by a movement sensor , or by a video camera, or by a radar sensor ,and preferably it is placed above the passing vehicles on a pole (373), preferably on an arm (374) in the middle of said lane, in which said vehicles approach said railroad crossing or on a side of said lane on a pole (373). 